JP2007291895A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce transmission shock by inhibiting generation of sudden negative torque in an automatic transmission for a vehicle performing power-off up-shift. <P>SOLUTION: Since increase timing of engine output is retarded by an engine output retarding control means 106 until engagement pressure of an engagement side engagement device in power-off up-shift drops to predetermined pressure P<SB>DN</SB>or less by start of power-on down-shift accompanying acceleration operation when acceleration operation is performed when judgment of an undershoot judgment means 108 is affirmed, increase correction of engagement pressure of an engagement side engagement device for securing transmission torque capacity corresponding to input torque T<SB>IN</SB>of an automatic transmission 10, sudden engagement of the engagement side engagement device is avoided and it is avoided that turbine rotation speed N<SB>T</SB>is rapidly raised to synchronizing rotation speed N<SB>UP</SB>of a shifting destination gear stage of power-off up-shift. Consequently, sudden generation of negative torque is inhibited and transmission shock can be reduced. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention includes an automatic transmission for a vehicle in which a speed change is executed by switching between a disengagement-side engagement device and an engagement-side engagement device, and executes a power-off upshift in response to a deceleration operation, while accelerating. The present invention relates to a control device for a vehicle that executes a power-on down shift in accordance with an operation.

  In an automatic transmission for a vehicle in which a speed change is executed by switching between a disengagement side engagement device and an engagement side engagement device, a power off-up shift is executed along with a deceleration operation, while power is supplied along with an acceleration operation. Techniques for executing on-down shifting are known. Patent Document 1 discloses an inertia phase in a shift control device for an automatic transmission that performs a clutch-to-clutch power-on upshift by releasing a low-speed stage frictional engagement device and engaging a high-speed stage side frictional engagement device. A technology is disclosed in which the transmission torque capacity of the low-speed stage frictional engagement device is increased to a predetermined value when entering the region to suppress an increase in output torque during the inertia phase and suppress a shift shock without lengthening the shift time. Yes. As described above, in clutch-to-clutch shift of an automatic transmission, it is desired to suppress the occurrence of shift shock without impairing shift response.

JP-A-9-119517

  By the way, during the clutch-to-clutch shift of the automatic transmission, an operation that affects the shift may be performed by the driver. For example, if an acceleration operation such as accelerator-on is performed during the engagement process of the engagement-side engagement device during a power-off upshift accompanying a deceleration operation such as accelerator-off, the throttle valve opening increases in response to the accelerator being on. Since the engine torque is increased, that is, the input torque of the automatic transmission is increased, the engagement-side engagement device of the engagement side engagement device is secured in order to secure a transmission torque capacity corresponding to the input torque of the automatic transmission. The engagement pressure is increased, and as a result, the engagement-side engagement device may be suddenly engaged.

  During the power-off-up shift, when the input rotation speed of the automatic transmission shifts to the synchronous rotation speed of the shift-destination gear stage of the power-off-up shift, if the engagement timing of the engagement-side engagement device is delayed, A so-called undershoot occurs in which the input rotational speed is lower than the synchronous rotational speed of the shift destination gear stage. Due to variations in automatic transmission and the like, the delay of the engagement timing of the engagement device becomes relatively large due to reasons such as before learning, and the amount of undershoot (= synchronous rotation speed of the shift destination gear stage− There was a possibility that the input rotation speed of the automatic transmission would increase.

  If an acceleration operation is performed when the amount of undershoot is large during the engagement process of the engagement-side engagement device during such a power-off-up shift, the input of the automatic transmission is caused by the sudden engagement of the engagement-side engagement device. Since the rotational speed is rapidly increased to the synchronous rotational speed of the shift destination gear stage, there is a possibility that a sudden negative torque is generated and the shift shock increases.

  FIG. 10 shows an example in which a sudden negative torque is generated due to the accelerator being turned on when the undershoot amount is large in the engagement process of the engagement-side engagement device during the power off-up shift of the automatic transmission as described above. FIG.

In FIG. 10, at time t _0, the accelerator is turned off and the first shift output for executing the power-off upshift is started, at time t _1, when the accelerator is turned on, and at time t _2, the power is turned on when the accelerator is turned on. The start points of the second shift output for executing the downshift are shown. In the first shift output, as shown in the figure, a minimum hydraulic pressure command value that allows the hydraulic oil to be quickly discharged to quickly release the disengagement side engagement device is output as the first shift drain command value. At the start of supply of the operating hydraulic pressure of the engagement side engaging device, a high hydraulic pressure command value that is rapidly filled with hydraulic oil is output as a one-shift apply command value so as to quickly close the pack clearance, and is engaged as it is with high hydraulic pressure. Since a shock may occur, a low hydraulic pressure command value, that is, a constant pressure standby pressure command value is output once at the start of engagement, and the turbine rotational speed (that is, the input rotational speed of the automatic transmission) is changed to the power-off upshift. Oil that gradually increases toward the hydraulic pressure at the completion of engagement of the brake B1 when it falls within a predetermined value with respect to the synchronous rotational speed of the shift destination gear stage (ie, the first shift synchronous rotational speed). Command value That sweep-up command value is output.

Then, as shown in time point t _1, the undershoot amount by learning before such a sweep-up command value (= first speed synchronous rotational speed - turbine speed) has been accelerator-on when it is larger, the throttle valve Since the opening degree is increased and the engine torque is increased, the sweep-up command value is increased and corrected in order to increase the transmission torque capacity of the engagement device on the engagement side. Then, the engagement side engaging device is rapidly engaged, and the turbine rotational speed is rapidly increased to the first shift synchronous rotational speed, so that a sudden negative torque is generated as shown in the figure.

  The present invention has been made against the background of the above circumstances, and the object of the present invention is to generate a sudden negative torque in an automatic transmission for a vehicle in which a power-off upshift is executed in accordance with a deceleration operation. It is an object of the present invention to provide a vehicle control device that can reduce shift shock by suppressing the shift.

  The gist of the invention according to claim 1 for achieving this object is as follows: (a) Automatic transmission for a vehicle in which a shift is executed by re-engaging the disengagement side engagement device and the engagement side engagement device A vehicle control device that executes a power-off-up shift according to a deceleration operation while executing a power-on-down shift according to an acceleration operation, and (b) the vehicle during the power-off-up shift An undershoot determination means for determining whether or not the input rotational speed of the automatic transmission for the vehicle is in a state where the input rotational speed is lower than a predetermined value with respect to the synchronous rotational speed at the shift destination gear stage of the power-off-up shift, and (c) If the acceleration operation is performed when the determination of the undershoot determination means is affirmative, the engagement pressure of the engagement side engagement device in the power-off upshift is changed in the power-on downshift accompanying the acceleration operation. start Therefore until drops pressure below where, an engine output delay control means for delaying the increase timing of the engine output that is largely in response to the acceleration operation is to contain.

  In this way, whether or not the input rotational speed of the vehicle automatic transmission is lower than a predetermined value with respect to the synchronous rotational speed at the shift destination gear stage of the power off-up shift during the power off-up shift. If the acceleration operation is performed while the determination of the undershoot determination means is positive, the engagement pressure of the engagement-side engagement device in the power-off upshift is the power-on associated with the acceleration operation. Since the engine output delay control means delays the increase time of the engine output that is increased according to the acceleration operation until the pressure decreases to a predetermined pressure or less by the start of the downshift, the engagement side engagement device in the power-off upshift During the engagement of the automatic transmission, the input torque of the automatic transmission is not increased, and in order to secure the transmission torque capacity corresponding to the input torque of the automatic transmission, Therefore, it is not necessary to increase the engagement pressure of the automatic transmission, so that the engagement-side engagement device is prevented from being suddenly engaged, and the input rotational speed of the automatic transmission is rapidly changed to the synchronous rotational speed of the shift destination gear stage. Pulling up is avoided. Therefore, the generation of a sudden negative torque is suppressed and the shift shock is reduced.

  According to a second aspect of the present invention, in the vehicle control apparatus according to the first aspect, the engine output delay control means is configured to increase a rotational difference between the input rotational speed and the synchronous rotational speed as the input rotational speed increases. Is smaller than a second predetermined value set smaller than the first predetermined value, the delay of the engine output increase timing is terminated. In this way, even before the engagement pressure of the engagement-side engagement device drops below the predetermined pressure, if the undershoot amount is reduced to a level that does not require suppression of the shift shock, The engine output starts to increase.

  The gist of the invention according to claim 3 for achieving the above object is that: (a) Automatic transmission for a vehicle in which a shift is executed by re-engaging the disengagement side engagement device and the engagement side engagement device. A vehicle control device that includes a transmission and executes a power-off upshift with a deceleration operation, and increases an engine output with an acceleration operation, and (b) the vehicle during the power-off upshift An undershoot determining means for determining whether or not the input rotational speed of the automatic transmission for the vehicle is in a state where the input rotational speed is lower than a first predetermined value with respect to the synchronous rotational speed at the shift-destination gear stage of the power-off upshift; (c) When an acceleration operation is performed when the determination of the undershoot determination means is affirmed, the rotational difference between the input rotational speed and the synchronous rotational speed is increased by the increase in the input rotational speed. Less than the predetermined value of 1 Ku until less than a second predetermined value that is set, and an engine output delay control means for delaying the increase timing of the engine output that is largely in response to the acceleration operation is to contain.

  In this case, during the power-off upshift, the input rotational speed of the vehicle automatic transmission is reduced to a value equal to or higher than the first predetermined value with respect to the synchronous rotational speed at the shift destination gear stage of the power-off upshift. When the acceleration operation is performed when the determination of the undershoot determination means for determining whether or not the state is affirmative, the rotation difference between the input rotation speed and the synchronous rotation speed is increased by the increase in the input rotation speed. The engine output delay control means delays the increase time of the engine output that is increased in accordance with the acceleration operation until the engine output delay control means becomes smaller than the second predetermined value set smaller than the predetermined value of 1. Engagement-side engagement during engagement of the engagement-side engagement device in power-off upshifting to ensure that the input torque is not increased and a transmission torque capacity corresponding to the input torque of the automatic transmission is secured Therefore, the engagement-side engagement device may be suddenly engaged until the rotational difference between the input rotational speed and the synchronous rotational speed becomes smaller than the second predetermined value. Avoided. Therefore, the generation of a sudden negative torque is suppressed and the shift shock is reduced.

  According to a fourth aspect of the present invention, in the vehicle control apparatus according to any one of the first to third aspects, an electronic throttle valve controlled to be opened and closed by a throttle actuator is provided, and the engine output delay control means includes the acceleration This delays the increase timing of the throttle valve opening that is increased according to the operation. In this way, the engine output increase time can be easily delayed.

  Preferably, in the vehicular automatic transmission, the plurality of gear stages are alternatively achieved by selectively connecting the rotating elements of the plurality of planetary gear devices by the engaging device, for example, forward movement. Various types of gears that perform shifting by selectively engaging and releasing a plurality of engaging devices, such as planetary gear type multi-stage transmissions having four speeds, five forward speeds, six forward speeds, and more. It consists of an automatic transmission.

  Further, the mounting posture of the above-described vehicle automatic transmission with respect to the vehicle may be a horizontal installation type such as an FF (front engine / front drive) vehicle in which the transmission axis is in the width direction of the vehicle. A vertical installation type such as an FR (front engine / rear drive) vehicle may be used.

  Preferably, as the engagement device, a hydraulic friction engagement device such as a multi-plate type, single plate type clutch or brake engaged with a hydraulic actuator, or a belt type brake is widely used. The oil pump for supplying the hydraulic pressure for engaging the hydraulic friction engagement device may be driven by a driving power source such as an engine or an electric motor to discharge the hydraulic oil. It may be driven by a dedicated electric motor arranged separately from the power source. In addition to the hydraulic friction engagement device, the engagement device may be an electromagnetic engagement device such as an electromagnetic clutch or a magnetic powder clutch.

  Preferably, the hydraulic control circuit including the friction engagement device preferably supplies, for example, the output hydraulic pressure of the linear solenoid valve directly to the hydraulic actuator (hydraulic cylinder) of the friction engagement device. However, it is also possible to control the shift control valve by using the output hydraulic pressure of the linear solenoid valve as the pilot hydraulic pressure, and to supply the hydraulic oil from the control valve to the hydraulic actuator.

  Preferably, the plurality of linear solenoid valves are provided one by one corresponding to each of the plurality of friction engagement devices, for example, but are not simultaneously engaged or controlled to be engaged or released. When there are a plurality of friction engagement devices, various modes are possible, such as providing a common linear solenoid valve for them. In addition, it is not always necessary to perform the hydraulic control of all the friction engagement devices by the linear solenoid valve, and some or all of the hydraulic control is performed by pressure regulating means other than the linear solenoid valve, such as duty control of the ON-OFF solenoid valve. May be.

  In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”. Further, in this specification, “the number of rotations” means “the number of rotations per unit time”, that is, “the rotation speed (rpm)”.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram of a vehicular automatic transmission (hereinafter referred to as an automatic transmission) 10. FIG. 2 is an operation table for explaining an operation state of the friction engagement element, that is, the friction engagement device when a plurality of shift speeds are established. The automatic transmission 10 is preferably used for an FF vehicle mounted in the left-right direction (horizontal) of the vehicle, and is a single pinion type first in a transmission case 26 as a non-rotating member attached to the vehicle body. A first transmission unit 14 mainly composed of one planetary gear unit 12, a double pinion type second planetary gear unit 16 and a single pinion type third planetary gear unit 18 are mainly composed of a Ravigneaux type. The second transmission unit 20 is provided on a common axis C, and the rotation of the input shaft 22 is shifted and output from the output rotation member 24. The input shaft 22 corresponds to an input member. In this embodiment, the input shaft 22 is a turbine shaft of a torque converter 32 as a fluid transmission device that is rotationally driven by an engine 30 that is a power source for traveling. The output rotating member 24 corresponds to the output member of the automatic transmission 10, and an output gear that meshes with the differential driven gear (large-diameter gear) 42 to transmit power to the differential gear device 40 shown in FIG. That is, it functions as a differential drive gear. The output of the engine 30 is transmitted to the pair of drive wheels 46 via the torque converter 32, the automatic transmission 10, the differential gear device 40, and the pair of axles 44 (see FIG. 3). The automatic transmission 10 and the torque converter 32 are substantially symmetrical with respect to the center line (axial center) C, and the lower half of the center line C is omitted in the skeleton diagram of FIG. .

  The torque converter 32 includes a lockup clutch 34 as a lockup mechanism that directly transmits the power of the engine 30 to the input shaft 22 without passing through fluid. The lock-up clutch 34 is a hydraulic friction clutch that is frictionally engaged by a differential pressure ΔP between the hydraulic pressure in the engagement-side oil chamber 36 and the hydraulic pressure in the release-side oil chamber 38, and is completely engaged (locked). The power of the engine 30 is directly transmitted to the input shaft 22 by being turned on. Further, the differential pressure ΔP, that is, the torque capacity is feedback-controlled so as to be engaged in a predetermined slip state, so that the turbine shaft (input shaft 22) has a predetermined slip amount of, for example, about 50 rpm when the vehicle is driven (power-on). Is rotated following the output rotation member of the engine 30, while the output rotation member of the engine 30 is rotated following the turbine shaft with a predetermined slip amount of, for example, about -50 rpm when the vehicle is not driven (power off). .

  The automatic transmission 10 corresponds to a combination of any one of the rotational states (sun gears S1 to S3, carriers CA1 to CA3, ring gears R1 to R3) of the first transmission unit 14 and the second transmission unit 20 according to the combination. Six forward shift stages (forward gear stages) from the first shift stage “1st” to the sixth shift stage “6th” are established, and the reverse shift stage (reverse gear stage) of the reverse shift stage “R” is established. It is done. As shown in FIG. 2, for example, in the forward gear stage, the first speed gear stage is engaged by the engagement of the clutch C1 and the brake B2, and the second speed gear stage is engaged by the engagement of the clutch C1 and the brake B1. The third gear is set by engagement with the brake B3, the fourth gear is set by engagement of the clutch C1 and the clutch C2, and the fifth gear is set by engagement of the clutch C2 and the brake B3. The sixth gear is established by engaging the brake B1. Further, the reverse gear stage is established by the engagement of the brake B2 and the brake B3, and the neutral state is established by releasing any of the clutches C1, C2 and the brakes B1 to B3.

  The operation table of FIG. 2 summarizes the relationship between the above-mentioned shift speeds and the operation states of the clutches C1, C2 and the brakes B1 to B3. Represents the event. Particularly, since the one-way clutch F1 is provided in parallel to the brake B2 that establishes the first shift stage “1st”, only the clutch C1 is engaged and the engine brake is applied when starting (acceleration). Sometimes the clutch C1 and the brake B2 are engaged. Further, the gear ratios of the respective gear speeds are the gear ratios of the first planetary gear device 12, the second planetary gear device 16, and the third planetary gear device 18 (= number of teeth of the sun gear / number of teeth of the ring gear) ρ1, ρ2. , Ρ3 as appropriate.

  As described above, the automatic transmission 10 of this embodiment establishes a plurality of gear stages having different gear ratios by selectively engaging a plurality of engagement devices, that is, the clutches C1 and C2 and the brakes B1 to B3. As is apparent from the operation table of FIG. 2, each shift stage can be shifted by a so-called clutch-to-clutch that grips any one of the clutches C1 and C2 and the brakes B1 to B3.

  The clutches C1 and C2 and the brakes B1 to B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified) are hydraulic friction members that are engaged and controlled by a hydraulic actuator such as a multi-plate clutch or a brake. Engagement and de-energization and current control of the linear solenoid valves SL1 to SL5 of the hydraulic control circuit 50 (see FIG. 3) can be switched between engaged and disengaged state, and transient oil pressure during engagement and disengagement can be Be controlled.

  FIG. 3 is a block diagram illustrating a schematic configuration of a main part of a control system provided in the vehicle for controlling the automatic transmission 10 and the like of FIG. 1 and a power transmission system from the engine 30 to the drive wheels 46. .

  In FIG. 3, the electronic control unit 100 is configured to include a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface and the like, for example, and the CPU stores in the ROM in advance using the temporary storage function of the RAM. By performing signal processing according to the programmed program, output control of the engine 30, shift control of the automatic transmission 10, on / off control of the lock-up clutch 34, and the like are executed. It is divided into a shift control for controlling the linear solenoid valves SL1 to SL5 and a lock-up clutch control for controlling the linear solenoid valve SLU and the solenoid valve SL of the hydraulic control circuit 50.

For example, the electronic control unit 100 includes an accelerator opening signal indicating the accelerator opening Acc that is the operation amount of the accelerator pedal 52 detected by the accelerator opening sensor 54, and the rotation of the engine 30 detected by the engine speed sensor 56. signals indicative of engine rotational speed N _E is the number, the signal representing the cooling water temperature T _W of the engine 30 detected by a coolant temperature sensor 58, a signal representing the intake air quantity Q of the engine 30 detected by the intake air quantity sensor 60 , Corresponding to the throttle valve opening signal indicating the opening θ _TH of the electronic throttle valve 62 detected by the throttle valve opening sensor 64, the rotational speed N _OUT of the output rotating member 24 detected by the vehicle speed sensor 66, that is, the vehicle speed V. Foot brake (wheel brake) which is a service brake detected by the vehicle speed signal and brake switch 70 Signal representing the operation (ON) B _ON of a foot brake pedal 68 shown in (in depressing) the operation of the key), a lever position (operating position of a shift lever 72 detected by a lever position sensor 74, shift position) P _SH , A signal representing the turbine rotational speed N _T detected by the turbine rotational speed sensor 76 (= the rotational speed of the input shaft 22, that is, the input rotational speed N _IN of the automatic transmission 10), and detected by the AT oil temperature sensor 78. A signal representing the AT oil temperature T _OIL which is the temperature of the hydraulic oil in the hydraulic control circuit 50 is supplied.

The electronic control unit 100 also _supplies a drive signal to the throttle actuator 80 for operating the opening θ _TH of the electronic throttle valve 62, an ignition signal for instructing the ignition timing of the engine 30, and fuel in the intake pipe or cylinder of the engine 30. For switching the fuel supply amount signal for controlling the fuel supply amount to the engine 30 by the fuel injection device 82 that supplies or stops the engine, the lever position P _SH display signal for operating the shift indicator, and the gear stage of the automatic transmission 10. The control signal for controlling the shift solenoid for driving the shift valve in the hydraulic control circuit 50, the command signal for driving the linear solenoid valve for controlling the line pressure, the engagement / release of the lockup clutch 34, and the slip amount are controlled. A command signal for driving the linear solenoid valve is output.

  The shift lever 72 is disposed, for example, in the vicinity of the driver's seat, and is manually operated to five lever positions “P”, “R”, “N”, “D”, or “S” as shown in FIG. It has come to be.

The “P” position (range) releases the power transmission path in the automatic transmission 10, that is, enters a neutral state (neutral state) in which the power transmission in the automatic transmission 10 is interrupted, and mechanically rotates the output by the mechanical parking mechanism. This is a parking position (position) for preventing (locking) the rotation of the member 24, and the “R” position is a reverse travel position (position) for reversing the rotation direction of the output rotation member 24 of the automatic transmission 10. The “N” position is a neutral position (position) for achieving a neutral state in which power transmission in the automatic transmission 10 is interrupted, and the “D” position is a shift range that allows the automatic transmission 10 to shift. In (D range), the forward travel position is set to execute the automatic shift control using all the forward gears from the first gear stage “1st” to the sixth gear stage “6th”. The “S” position is a forward travel that allows manual shifting by switching between multiple types of shift ranges that limit the range of gear change, that is, multiple types of shift ranges with different gears on the high vehicle speed side. Position. In this “S” position, the shift range is shifted to the down side every time the shift lever 72 is operated, the “+” position as the lever position P _SH for shifting the shift range to the up side every time the shift lever 72 is operated. A “−” position is provided as a lever position P _SH for the movement.

4 is a linear solenoid valve that controls the operation of the hydraulic actuators (hydraulic cylinders) A _C1 , A _C2 , A _B1 , A _B2 , A _B3 of the clutches C1, C2 and the brakes B1 to B3 in the hydraulic control circuit 50. It is a circuit diagram regarding SL1 to SL5.

In FIG. 4, the hydraulic pressures A _C1 , A _C2 , A _B1 , A _B2 , A _B3 are applied to the line hydraulic pressure PL by linear solenoid valves SL1 to SL5, respectively, according to command signals from the electronic control unit 100. The pressure is adjusted to P _C1 , P _C2 , P _B1 , P _B2 , and P _B3 and supplied directly. The line pressure PL, for example, as the engagement hydraulic pressure of the engaging device such as the transmission torque capacity according to the input torque T _IN of the automatic transmission 10 is secured to obtain mechanical rotationally driven by an engine 30 of the oil pump 28 by generating from (see FIG. 1) not shown hydraulic as source pressure for example a relief-type pressure regulating valve (regulator valve), to a value corresponding to the engine torque T _E which is represented by the throttle valve opening theta _TH etc. The pressure is adjusted.

The linear solenoid valves SL1 to SL5 basically have the same configuration, and are independently excited and de-energized by the electronic control unit 100, and the hydraulic pressures of the hydraulic actuators A _C1 , A _C2 , A _B1 , A _B2 , A _B3 . Are independently regulated to control the engagement pressures P _C1 , P _C2 , P _B1 , P _B2 , and P _{B3 of} the clutches C1 and C2 and the brakes B1 to B3. In the automatic transmission 10, for example, as shown in the engagement operation table of FIG. 2, each gear stage is established by engaging a predetermined engagement device. In the shift control of the automatic transmission 10, for example, a so-called clutch-to-clutch shift is performed by changing the clutch C or brake B involved in the shift between the disengagement side engagement device and the engagement side engagement device. The For example, as shown in the engagement operation table of FIG. 2, in the downshift from the third speed to the second speed, the brake B3 serving as the disengagement side engagement device is released and the brake B1 serving as the engagement side engagement device is engaged. Then, the release transient hydraulic pressure of the brake B3 and the engagement transient hydraulic pressure of the brake B1 are appropriately controlled so that the shift is executed as quickly as possible while suppressing the shift shock.

FIG. 5 is a functional block diagram illustrating the main part of the control function of the electronic control device 100. In FIG. 5, the engine output control means 102 controls the fuel injection by the fuel injection device 82 for the fuel injection control, and controls the ignition timing in addition to controlling the opening and closing of the electronic throttle valve 62 by the throttle actuator 80 for the throttle control. Therefore, output control of the engine 30 is executed by controlling ignition timing by an ignition device such as an igniter. For example, the engine output control means 102 drives the throttle actuator 80 based on the accelerator opening signal Acc based on the relationship stored in advance, and throttles the throttle valve opening θ _TH so as to increase as the accelerator opening Acc increases. Execute control.

The engine output control means 102 executes throttle control so as to control the idle speed N _IDL to a target value when the vehicle is stopped or decelerated when the accelerator opening Acc is substantially zero (fully closed). For example, the engine output control means 102 determines the fast idle speed that is set higher than the normal idling speed N _IDL after warming up based on the engine coolant temperature _TW and the catalyst temperature signal from the relationship stored in advance. Throttle control is executed so that N _IDLF is obtained and that the normal idle speed N _IDL after the warm-up is obtained.

  The shift control means 104 determines shift based on the actual vehicle speed V and the accelerator opening Acc from the relationship (map, shift diagram) stored in advance with the vehicle speed V and the accelerator opening Acc as variables, for example, as shown in FIG. To determine whether or not the automatic transmission 10 should be shifted. For example, the automatic transmission 10 is automatically determined so as to obtain the determined shift speed. Shift control is executed. At this time, the shift control means 104 engages and / or releases the hydraulic friction engagement device involved in the shift of the automatic transmission 10 so that the shift stage is achieved according to, for example, the engagement table shown in FIG. A command (shift output, hydraulic command) is output to the hydraulic control circuit 50.

The hydraulic control circuit 50 operates the linear solenoid valves SL1 to SL5 in the hydraulic control circuit 50 so that the shift of the automatic transmission 10 is executed according to the command, and the hydraulic friction engagement device involved in the shift Hydraulic actuators A _C1 , A _C2 , A _B1 , A _B2 , A _B3 are operated.

In the shift diagram of FIG. 6, the solid line is a shift line (upshift line) for determining an upshift, and the broken line is a shift line (downshift line) for determining a downshift. Further, the shift line in the shift diagram of FIG. 6 is, for example, whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the actual accelerator opening Acc (%), that is, the value on which the shift on the shift line is to be executed. It is for determining whether exceeds (shift point vehicle speed) V _S, also will have been previously stored as a series of the values V _S that shift point vehicle speed.

For example, the speed change control means 104 can change the vehicle state by a decelerating operation in which the accelerator pedal 52 is returned while the vehicle is running with the automatic transmission at the third gear as indicated by a point a in FIG. For example, as indicated by a point b in FIG. 6, the accelerator opening degree Acc is determined to be zero, the accelerator is turned off, and the actual accelerator opening degree Acc is changed from the third speed to the fourth speed upshift. When it is determined that the vehicle has crossed the upshift line (that is, the shift point Acc _{3-4 at} which the third speed → fourth speed upshift at the vehicle speed V1 is to be performed), the hydraulic pressure of the brake B3 as the disengagement side engagement device is decreased. The brake B3 is started to be released, and when the engagement torque is maintained to some extent, the operating hydraulic pressure of the clutch C2 as the engagement-side engagement device is raised to start the engagement of the clutch C2, and the engagement torque is increased. In this state, a power-off upshift command for completing the release of the brake B3 and the engagement of the clutch C2 while shifting from the gear ratio γ3 of the third gear to the gear ratio γ4 of the fourth gear. (3 → 4 off-up shift output) is output to the hydraulic control circuit 50.

In addition, the shift control means 104 can change the vehicle state by, for example, an acceleration operation in which the accelerator pedal 52 is depressed while the vehicle is in an accelerator-off state as indicated by a point c in FIG. When the accelerator is turned on, the actual accelerator opening Acc changes from the 4th speed → the 3rd speed downshift line (that is, the 4th speed → the 3rd speed downshift at the vehicle speed V2). Shift point Acc _4-3 ) When it is determined that the vehicle has crossed, the operating hydraulic pressure of the clutch C2 as the disengagement side engagement device is lowered to start releasing the clutch C2, and the engagement torque is maintained to some extent. Sometimes the hydraulic pressure of the brake B3 as the engagement side engagement device is raised to start the engagement of the brake B3 to generate the engagement torque. The hydraulic control circuit 50 outputs a power-on-down shift command (4 → 3 power-on-down shift output) for completing the release of the clutch C2 and the engagement of the brake B3 while shifting from γ4 to the gear ratio γ3 of the third gear. Output to.

For example, in the above-described off-up shift output and power-on down shift output, a minimum hydraulic pressure command value is output as a shift drain command value so that hydraulic oil is quickly discharged to quickly release the disengagement side engagement device. At the same time, when the supply of operating hydraulic pressure to the engagement-side engagement device is started as a shift apply command value, a high hydraulic pressure command value is output so that the hydraulic fluid is quickly filled in order to quickly close the pack clearance, and engagement is performed with high hydraulic pressure as it is. Therefore, a low hydraulic pressure command value, that is, a constant pressure standby pressure command value is output once at the start of engagement, and the turbine rotational speed _NT is the synchronous rotational speed of the shift destination gear stage of the off-upshift. increased to within the predetermined value when falls within a predetermined value (or the turbine speed N _T is for synchronous rotation speed of the speed change gear of the power-on downshift against That when) the hydraulic pressure command value, or swept up command value as gradually increases toward the oil pressure value at the time of completion of engagement of the engagement side engagement device is output (refer to FIG. 8, 9 and 10).

Further, the shift control means 104, when depression increment accelerating operation of the accelerator ON and the accelerator pedal 52 has been performed in the engagement process of the engaging-side engaging device, the engine torque T _E in response to the accelerating operation since is increased, in order to secure a transmission torque capacity according to the input torque T _iN of the automatic transmission 10, the engagement pressure of the engagement side engagement device is increased according to an increase of the engine torque T _E Thus, the shift apply command value is increased and corrected. For example, when the sweep-up command value is corrected to increase, the engagement-side engagement device is engaged more quickly than the case where the increase correction is not performed, and the transmission torque capacity is ensured.

  Here, the engagement side engagement device is a hydraulic friction engagement device on the side to be engaged (newly engaged) with respect to each clutch-to-clutch shift, for example, first-speed → second-speed upshift The brake B1 is brake B3 for the 2nd gear → 3rd gear upshift, the clutch C2 for the 3rd gear → 4th gear upshift, the brake C3 for the 4th gear → 5th gear upshift, the brake B3 for the 5th gear → 6th gear upshift. B1 corresponds to each. The disengagement-side engagement device is a hydraulic friction engagement device on the side that is released (newly released) with respect to each clutch-to-clutch shift. When a shift is performed, the engagement side engagement device in each upshift corresponds to the release side engagement device in the downshift.

By the way, during the power off-up shift, when the turbine rotation speed _NT is shifted to the synchronous rotation speed N _UP of the shift-destination gear stage of the power off-up shift, the engagement timing of the engagement side engagement device is delayed. the turbine speed N _T is called undershoot lower than the synchronous speed N _UP of the shifting destination gear occurs. Due to variations in the automatic transmission 10 and the like, the delay in the engagement timing of the engagement side engagement device becomes relatively large due to reasons such as before the learning of the sweep-up command value, and the undershoot amount U (= speed change). There is a possibility that the synchronous rotation speed N _UP of the first gear stage _-the turbine rotation speed N _T ) becomes relatively large (see FIG. 10).

When an acceleration operation is performed when such an undershoot amount U is large, the sweep-up command value is increased and corrected, whereby the engagement-side engagement device is rapidly engaged and the turbine speed _NT is reduced. Since the speed is rapidly increased to the synchronous rotation speed N _UP of the shift destination gear stage, there is a possibility that a sudden negative torque is generated and the shift shock increases.

Therefore, when the acceleration operation is performed when the undershoot amount U is greater than or equal to the undershoot amount specified value α, the engine output delay control means 106 applies the engagement pressure of the engagement side engagement device in the power-off upshift. Until the pressure drops below the predetermined pressure _PDN due to the start of the power-on down shift accompanying the acceleration operation, for example, the engagement pressure command value of the engagement side engagement device in the power off-up shift is the power on down associated with the acceleration operation. The engine output increase time that is increased in response to the acceleration operation is delayed until the specified time T has elapsed since the start of the shift until the pressure is reduced below the predetermined pressure command value _PDN .

However, before the drops below the predetermined pressure P _DN, for example, before the elapse specified time T, when the undershoot quantity U is reduced to the extent it is not necessary to suppress the shift shock, the engine output Even if the increase starts, it is difficult to cause a problem. Alternatively, when the power-on down shift is not executed (determined) even if the acceleration operation is performed, the engagement-side engagement device in the power-off-up shift is completely engaged and is not released. The engagement pressure of the device cannot be reduced.

Therefore, the engine output delay control means 106 replaces or adds to the above-described function, and when the acceleration operation is performed when the undershoot amount U is equal to or greater than the undershoot amount specified value α, the turbine speed N _T turbine but until rises closer β undershoot amount regulation value set smaller than its undershoot amount prescribed value α with respect to the synchronous speed N _uP shift destination gear, i.e. by increasing the turbine speed N _T Until the rotational difference between the rotational speed _NT and the synchronous rotational speed N _UP of the speed-destination gear stage becomes smaller than an undershoot amount specified value β set smaller than the undershoot amount specified value α, it increases in accordance with the acceleration operation. The increase time of engine output is delayed.

Specifically, undershoot determining means 108, the shift control unit 104 power-off upshift turbine speed N _T during the shifting undershoot amount prescribed value α or more with respect to the synchronous speed N _UP shift destination gear by It is determined whether the undershoot amount U is in a state where the undershoot amount U is greater than the specified undershoot amount value α. This undershoot amount regulation value α is determined in advance to determine that the undershoot amount U is such that it is necessary to suppress the shift shock that occurs when the sweep-up command value is increased and corrected with the acceleration operation. This is a predetermined value obtained and stored experimentally.

Accelerating operation determining means 110, under when determining the undershoot determining means 108 is affirmative, i.e. with respect to the synchronous speed N _UP of turbine speed N _T by undershoot determining means 108 transmission destination gear It is determined whether or not an acceleration operation has been performed when it is determined that the amount of chute has decreased to a value that is greater than or equal to the shoot amount regulation value α, for example, based on whether or not the accelerator opening Acc has increased by a predetermined opening Acc ′ or more. . The predetermined opening degree Acc ′ needs to suppress a shift shock that occurs when the sweep-up command value is corrected to increase with the acceleration operation when the undershoot amount U is equal to or greater than the undershoot amount specified value α. This is a determination value that is experimentally obtained and stored in advance for determining that the accelerator opening degree Acc is an increase amount.

The specified time determination unit 112 determines that an acceleration operation is performed by the acceleration operation determination unit 110 when the determination of the undershoot determination unit 108 is positive. Whether or not the engagement pressure of the engagement device has been lowered to a predetermined pressure _PDN or less by the start of the power-on-down shift accompanying the acceleration operation, for example, the engagement-side engagement device in the power-off upshift, that is, the power-on-down Judgment is made based on whether or not a predetermined time T has elapsed since the shift drain command value output by the shift control means 104 to lower the predetermined pressure command value _PDN or less in order to release the disengagement side engagement device in the shift. To do.

The predetermined pressure P _DN is the magnitude of the engagement pressure at which the disengagement side engagement device is released in the power-on down shift, that is, the magnitude of the engagement pressure that does not have the transmission torque capacity, and is zero to substantially zero. Of course, it is a value that is experimentally obtained and stored in advance as an engagement hydraulic pressure that does not have a transmission torque capacity. The predetermined pressure command value P _DN is a hydraulic pressure command value corresponding to the predetermined pressure P _DN , and is a specified time count start determination value that is experimentally obtained and stored in advance. Further, the specified time T is experimentally determined in advance in order to reliably release the disengagement side engagement device in the power-on down shift in consideration of the response delay of the actual engagement hydraulic pressure with respect to the shift drain command value. It is the stored predetermined time.

The engine output delay control unit 106 determines that the acceleration operation determination unit 110 determines that an acceleration operation has been performed when the determination of the undershoot determination unit 108 is positive. The prescribed time determination means 112 causes the engagement-side engagement device in the power-off-up shift, that is, the disengagement-side engagement in the power-on-down shift so that the engagement pressure of the engagement-side engagement device in the power-off-up shift is not corrected. The increase timing of the engine output that is increased according to the acceleration operation is delayed until it is determined that the specified time T has elapsed after the shift drain command value for releasing the device is reduced to the predetermined pressure command value _PDN or less. The delay command is output to the engine output control means 102. For example, the engine output delay control means 106 outputs to the engine output control means 102 a delay command for delaying the increase timing of the throttle valve opening θ _{TH that} is increased according to the acceleration operation.

  In other words, the engine output delay control unit 106 outputs the delay command to the engine when the acceleration operation determination unit 110 determines that an acceleration operation has been performed when the determination of the undershoot determination unit 108 is positive. While outputting to the output control means 102, when it is determined by the specified time determining means 112 that the specified time T has elapsed, the output of the delay command is terminated (released).

Undershoot decrease judging means 114, when the acceleration operation by the acceleration operation determining section 110 is determined to have been made when the judgment of the undershoot determining means 108 is affirmative, the turbine rotational speed N _T is the shift It is determined whether or not the undershoot amount specified value β has risen close to the synchronous speed N _UP of the preceding gear stage, that is, whether or not the undershoot amount U has decreased from the undershoot amount specified value β.

  The undershoot amount regulation value β is a value for determining that the undershoot amount U is such that it is not necessary to suppress the shift shock even if the sweep-up command value is corrected to increase as the engine output increases. This is a predetermined value that is experimentally obtained and stored in advance. If the undershoot amount prescribed value α is a first predetermined value, the undershoot amount prescribed value β is a second predetermined value set smaller than the first predetermined value.

The engine output delay control unit 106 determines that the acceleration operation is performed by the acceleration operation determination unit 110 when the determination of the undershoot determination unit 108 is affirmative instead of or in addition to the above-described function. case, as the engagement pressure of the engagement side engagement device in a power-off upshift by the shift control means 104 is not increased corrected, the undershoot amount by undershoot decrease judging means 114 U is turbine speed N _T A delay command for delaying the increase timing of the engine output, which is increased according to the acceleration operation, is output to the engine output control means 102 until it is determined that the undershoot amount has been reduced from the prescribed value β due to the increase in the engine speed. For example, the engine output delay control means 106 outputs to the engine output control means 102 a delay command for delaying the increase timing of the throttle valve opening θ _{TH that} is increased according to the acceleration operation.

In other words, the engine output delay control unit 106 outputs the delay command to the engine when the acceleration operation determination unit 110 determines that an acceleration operation has been performed when the determination of the undershoot determination unit 108 is positive. While outputting to the output control means 102, when it is determined by the undershoot reduction determining means 114 that the undershoot amount U has decreased below the specified undershoot amount β due to the increase in the turbine rotational speed _NT , the delay command End (cancel) output of.

  FIG. 7 is a flowchart for explaining a main part of the control operation of the electronic control unit 100, that is, a control operation for reducing a shift shock by suppressing a sudden negative torque when a power-off upshift is executed. In this cycle, the process is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds. 8 and 9 are time charts for explaining the control operation shown in the flowchart of FIG.

  In FIG. 7, in a step (hereinafter, step is omitted) S1 corresponding to the shift control means 104, the automatic transmission is based on the actual vehicle speed V and the accelerator opening Acc from the shift diagram as shown in FIG. It is determined whether or not 10 shifts are to be executed, that is, the actual accelerator opening Acc is upshifted (hereinafter referred to as the first shift) by the deceleration operation in which the accelerator pedal 52 is returned. It is determined whether or not a line has been crossed, and it is determined whether or not a power-off-up shift command (hereinafter referred to as a first shift output) for obtaining the determined shift speed is output.

Time point t ₁ of time point t ₁ and 9 of Figure 8 shows that the off upshift or first speed is determined, the first shift output for that first gear is output by the accelerator-off. As shown in t ₁ after the time of t ₁ after the time and 9 of Figure 8, the turbine speed by the accelerator-off and the first speed change output N _T is the synchronous speed of the speed change gear of the first gear (hereinafter, the It is gradually reduced toward _{NUP1 (referred} to as one shift synchronous rotation speed).

If the determination in S1 is negative, this S1 is repeatedly executed, but if the determination is affirmative, in S2 corresponding to the undershoot determination means 108, the turbine rotational speed _NT is changed to the first shift synchronous rotational speed _NUP1 . On the other hand, whether the undershoot amount is lower than the prescribed value α or not, that is, whether the undershoot amount U ₁ (= N _UP1 −N _T ) is larger than the undershoot amount prescribed value α. Is determined.

If the determination in S2 is affirmative, that is, if it is determined that the turbine speed _NT is lower than the undershoot amount specified value α with respect to the first shift synchronous speed _NUP1 , In S3 corresponding to the acceleration operation determination means 110, it is determined whether or not an acceleration operation, that is, accelerator on (power on) has been performed, for example, based on whether or not the accelerator opening Acc has increased by a predetermined opening Acc 'or more. The

T ₂ time point t ₂ when and 9 of Figure 8, the accelerator-on line when turbine speed N _T is lower than the undershoot amount prescribed value α with respect to the first speed synchronous rotational speed N _UP1 It shows that it was broken. Also, t ₃ time points in FIG. 8 shows that the power-on downshift, ie, the second speed is determined by the accelerator-on, the second shift output for that second shift is outputted. As shown in t ₃ after the point of FIG. 8, the turbine speed by the accelerator ON and the second shift output N _T is the synchronous speed of the speed change gear of the second gear (hereinafter, referred to as second speed synchronous rotational speed) N It is gradually increased toward _DN2 .

If the determination in S3 is negative, this S3 is repeatedly executed. If the determination is affirmative, in S4 corresponding to the specified time determination means 112, the engagement pressure of the engagement side engagement device in the first shift ( Whether or not the first shift apply hydraulic pressure) has been lowered to a predetermined pressure _PDN or less by starting the output of the second shift output when the accelerator is turned on, for example, the engagement side engagement device in the first shift, that is, the release in the second shift. The determination is made based on whether or not a predetermined time T has elapsed since the second shift drain command value output for releasing the side engagement device has been lowered to the predetermined pressure command value _PDN or less.

T ₃ time points in FIG. 8 shows that the second shift drain command value has been lowered below a predetermined pressure command value P _DN. Also, t ₄ time in Figure 8 shows that the t second shift drain command value that is, from ₃ point defined time T has elapsed since been lowered below a predetermined pressure command value P _DN.

If the determination in S4 is negative, in S5 corresponding to the undershoot reduction determination means 114, the turbine speed _NT rises closer to the undershoot amount specified value β with respect to the first shift synchronous speed _NUP1 . or the whether is, that undershoot amount U ₁ whether decreased from undershoot amount specified value β is determined.

T ₃ time points Figure 9 shows that the undershoot amount U ₁ is decreased from the undershoot amount regulation value beta.

If the determination in S5 is negative, the process returns to S4. If both the determinations in S4 and S5 are negative, in other words, the acceleration operation is performed in a step (not shown) corresponding to the engine output delay control means 106 until at least one of the determinations in S4 and S5 is affirmed. A delay command for delaying the increase timing of the throttle valve opening θ _{TH that} is increased in response to is output to the engine output control means 102.

As shown by the two-dot chain line in FIG. 8, the throttle valve opening θ _TH is increased in accordance with the increase in the accelerator opening Acc accompanying the accelerator on at the time t ₂ until the time t ₄ when the specified time T elapses. The increase start time is delayed. Further, as shown in two-dot chain line in FIG. 9, until the undershoot amount U ₁ is decreased from the undershoot amount specified value beta, it is greatly with increase of accelerator opening Acc with the accelerator ON t ₂ time increase start time of the throttle valve opening theta _TH is delayed.

In the conventional example shown in broken lines in FIGS. 8 and 9, at t ₂ when, for the throttle valve opening theta _TH is started increases with an increase in accelerator opening Acc with the accelerator ON, engagement of the first gear The first shift apply command value output to engage the side engagement device is corrected to increase, and a sudden negative torque is generated. For this conventional example, in the present embodiment shown in two-dot chain line in FIG. 8 and FIG. 9, since the increase start timing of the throttle valve opening theta _TH is delayed, increasing the correction avoidance of first gear apply command value Thus, the generation of a sudden negative torque is suppressed.

If the determination in S4 is affirmed or if the determination in S5 is affirmative, the output of the delay command is terminated (released) in S6 corresponding to the engine output delay control means 106 and the engine output control means 102. allowed is, the throttle actuator 80 is increased throttle valve opening theta _TH as the accelerator opening Acc is driven is increased based on the accelerator opening signal Acc from the predetermined stored relationship. Alternatively, if the determination in S2 is negative, the same S6, corresponding to the engine output control means 102, similarly, the throttle valve opening theta _TH as the accelerator opening Acc is increased is increased.

T ₃ time points t ₄ time points and 9 of Figure 8 shows the increase start timing of the throttle valve opening theta _TH by the output of said delay instruction has been allowed terminated (released). Then, at t ₃ after the time point of FIG. And t ₄ after the time point of 8 9, the throttle valve opening theta _TH is increased in accordance with the accelerator opening Acc.

As described above, according to this embodiment, when the acceleration operation is performed when the determination of the undershoot determination means 108 is affirmed, the engagement of the engagement side engagement device in the power-off upshift is performed. The engine output delay control means 106 delays the increase start timing of the engine output that is increased according to the acceleration operation until the pressure drops below the predetermined pressure _PDN due to the start of the power-on down shift accompanying the acceleration operation. because, not be increased input torque T _iN of the automatic transmission 10 during engagement of the engagement side engagement device in a power-off upshift, in order to secure a transmission torque capacity according to the input torque T _iN Since there is no need to increase the engagement pressure of the engagement side engagement device, it is avoided that the engagement side engagement device is suddenly engaged, and the turbine rotational speed _NT is reduced. It is avoided that the speed is rapidly increased to the synchronous rotation speed N _UP of the gear shift destination gear stage of the upshift. Therefore, the generation of a sudden negative torque is suppressed and the shift shock is reduced.

Further, according to the present embodiment, when the undershoot amount U decreases from the undershoot amount specified value β due to the increase in the turbine rotational speed _NT , the engine output delay control means 106 delays the engine output increase timing. If the undershoot amount U is reduced to such an extent that it is not necessary to suppress the shift shock even before the engagement pressure of the engagement side engagement device drops below the predetermined pressure _PDN. The engine output is started to increase immediately.

Further, according to the present embodiment, when the acceleration operation is performed when the determination of the undershoot determination means 108 is affirmed, the engine is operated until the undershoot amount U is reduced from the undershoot amount specified value β. since increasing the start timing of the engine output that is largely in response to the acceleration operation is delayed by an output delay control unit 106, the input torque T _iN of the automatic transmission 10 can not be increased, corresponding to the input torque T _iN Since it is not necessary to increase and correct the engagement pressure of the engagement side engagement device during the engagement of the engagement side engagement device in the power-off-up shift to ensure the transmission torque capacity, the undershoot amount U is under It is avoided that the engagement-side engagement device is suddenly engaged until it decreases below the chute amount prescribed value β. Therefore, the generation of a sudden negative torque is suppressed and the shift shock is reduced.

Further, according to the present embodiment, the engine output delay control means 106 delays the increase timing of the throttle valve opening θ _{TH that} is increased according to the acceleration operation, so that the increase timing of the engine output can be easily delayed.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the above-described embodiment, the engine output delay control means 106 delays the increase timing of the engine output by delaying the increase timing of the throttle valve opening θ _{TH that} is increased according to the acceleration operation. The increase timing of the engine output may be delayed by delaying the increase timing of the fuel injection amount by the device 82 or by retarding the ignition timing by the ignition device such as an igniter.

Further, in the above-described embodiment, the undershoot amount U is a comparison between the turbine rotational speed _NT and the synchronous rotational speed N _UP of the shift destination gear stage, but the engine is replaced with the turbine rotational speed _NT. it may be used rotational speed N _E.

  In the above-described embodiment, the deceleration operation and the acceleration operation are the return operation and the depression operation of the accelerator pedal 52. However, the operation may be performed by an operation member that can perform the deceleration operation and the acceleration operation instead of the accelerator pedal 52. good. For example, as the operation member, a lever switch, a rotary switch, or the like that can perform a deceleration operation or an acceleration operation by manual operation regardless of foot operation is used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a configuration of a vehicle automatic transmission to which the present invention is applied. FIG. 2 is an operation chart for explaining a combination of operations of the friction engagement device when a plurality of shift stages of the vehicle automatic transmission of FIG. 1 are established. FIG. 2 is a block diagram illustrating a schematic configuration of a main part of a control system provided in a vehicle for controlling the automatic transmission and the like of FIG. 1 and a power transmission system from an engine to driving wheels. FIG. 4 is a circuit diagram relating to a linear solenoid valve that controls the operation of each hydraulic actuator of clutches C1 and C2 and brakes B1 to B3 in the hydraulic control circuit of FIG. 3. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows an example of the shift map used in the shift control of an automatic transmission. FIG. 4 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. 3, that is, a control operation for reducing a shift shock by suppressing a sudden negative torque when a power-off upshift is executed. It is a time chart explaining the control action shown in the flowchart of FIG. It is a time chart explaining the control action shown in the flowchart of FIG. It is a figure which shows an example in which the accelerator was turned on and a sudden negative torque was generated when the undershoot amount was large in the engagement process of the engagement side engagement device during the power-off upshift of the automatic transmission.

Explanation of symbols

10: Automatic transmission 62 for vehicle: Electronic throttle valve 80: Throttle actuator 100: Electronic control device (control device)
106: Engine output delay control means 108: Undershoot determination means C1, C2: Clutch (engagement device)
B1, B2, B3: Brake (engagement device)

Claims (4)

An automatic transmission for a vehicle in which a shift is executed by switching between the disengagement side engagement device and the engagement side engagement device is provided, and a power off-up shift is executed along with a deceleration operation, while an acceleration operation is executed A vehicle control device that performs power-on-down shifting,
It is determined whether or not the input rotational speed of the vehicular automatic transmission is lower than a predetermined value with respect to the synchronous rotational speed at the shift destination gear stage of the power off-up shift during the power-off up shift. Undershoot determination means;
When the acceleration operation is performed when the determination of the undershoot determination means is affirmed, the engagement pressure of the engagement side engagement device in the power-off upshift is changed in the power-on downshift accompanying the acceleration operation. An engine output delay control means for delaying an increase timing of the engine output that is increased according to the acceleration operation until the pressure is reduced to a predetermined pressure or less by the start.   The engine output delay control means, when the rotational difference between the input rotational speed and the synchronous rotational speed becomes smaller than a second predetermined value set smaller than the predetermined value due to the increase of the input rotational speed. 2. The vehicle control device according to claim 1, wherein the delay of the increase timing of the engine output is terminated. An automatic transmission for a vehicle in which a shift is executed by switching between the disengagement side engagement device and the engagement side engagement device is provided, and a power off-up shift is executed along with a deceleration operation, while an acceleration operation is executed A vehicle control device for increasing engine output,
Whether the input rotational speed of the vehicular automatic transmission is lower than a first predetermined value with respect to the synchronous rotational speed at the shift-destination gear stage of the power off-up shift during the power-off up-shift. Undershoot determination means for determining
When an acceleration operation is performed when the determination of the undershoot determination means is affirmed, the rotation difference between the input rotation speed and the synchronous rotation speed is increased by the first predetermined rotation due to the increase in the input rotation speed. Engine output delay control means for delaying the engine output increase timing that is increased in accordance with the acceleration operation until it becomes smaller than a second predetermined value set smaller than the value. Control device. It has an electronic throttle valve that is controlled to open and close by a throttle actuator,
4. The vehicle control device according to claim 1, wherein the engine output delay control means delays an increase timing of a throttle valve opening that is increased in accordance with the acceleration operation.

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